Train Order vs Track Warrant

[jeffhergert]

At first, all train orders had to be written by hand.  Later on, speed restriction orders could be typewritten.  Eventually, all types of orders could be typewritten. 

When using a typewriter, they were supposed to be in all capital letters.  I have some in my collection that weren't all capital.  I've seen a set of orders on another site where the operator also used punctuation, another no-no on train orders.

Lithonia Opr, you've opened a can of worms concerning the origins of OS.  I'm in the "on sheet", as in station record or block sheet, camp.  Others are in the "out of station" camp.  Those who's only knowledge of OS is in the modern context of the OS being the interlocking or CTC control point, the trackage between the absolute signals, think it means "over switch". 

Jeff 

[BaltACD]

B&O rules permitted all train orders to be typed and required the typed orders to be all caps.  A standard piece of office equipment was the billing machine typewriter that only had capital letters.  Billing machines were used to create waybills which also were required to be done in capital letters.

[cv_acr]

stevej

But, I did not work under such systems until Train Order Working was implemented here in NSW in 1997.
TOW was chosen to replace the traditional single line manual systems of Ordinary Train Staff and Ticket plus Electric Train Staff.
I grew up with these systems and enjoyed working under them.
The TOW implemented here is not similar to the original USRR version.
Excepting that it features Yard Limits.

Yes, despite a similar sounding term in the name, the NZ system you describe is not remotely at all similar to what we mean when we talk about "train orders" in North America. Here, that term is always intimately associated with timetable operation, as described throughout.

[stevej]

G'day Chris,

Yes, it would appear that there might be some variations of the Original Safe Working formats around the globe.

Though, I do believe that most railways on the planet with single line working did possess ETS (electric train staff) interlocked instrument token working, inlcuding in Canada.

Here in NSW, the British Tablet token working was firstly adopted, but this was subsequently replaced with ETS system.

I was not all that impressed with our Train Order Working when introduced in 1997.

The Mishap Order to rectify an operational incident was very problematic, something to do with the computer software.

I will post links to examples of both the NSW Train Order and Tasrail Track Warrant.

http://s3.amazonaws.com/rrpa_photos/121487/Train%20Order%2040150%20oct%201999.JPG

http://s3.amazonaws.com/rrpa_photos/121487/PNT%20protect%20against%20Trackwarrant.JPG

Steve.

[MMLDelete]

Jeff, I think that at the time I probably just figured it meant "on station," not that anyone told me that, or I saw that written somewhere. And never having seen anything challenging that, until now, that meaning just stuck, for me. So there's a good chance I've just been wrong all this time.

[cx500]

stevej

G'day Chris,

Yes, it would appear that there might be some variations of the Original Safe Working formats around the globe.

Though, I do believe that most railways on the planet with single line working did possess ETS (electric train staff) interlocked instrument token working, including in Canada.

.....

Steve.

 

While indeed there was some electric staff working in Canada, it was quite rare and generally only for a short section of track, often in an urban setting with both local switchers and through trains using a piece of single track.  I can think of three locations that had them in the second half of the 20th century, and I know there were others.  None remain.  "Train Order & Timetable" was the usual method for the vast and mostly single track network without interlocking signals.

 

John

[stevej]

G'day John,

I based me comment concerning Canada on a PDF document that I scrounged some time ago.

It was a Canadian rail document published about the ETS safe working system.

Yes, very old, but very detailed and also included circuit wiring diagrams for interlocking the various ETS instruments.

The system also providing for Divisible ETS, the token rod being unscrewed into a couple of portions, the STAFF portion, and one or more TICKET portions.

This enabling following train movement, worked under section time, the first train / s travelling on the Ticket portion / s, the final train travelling on the Staff portion.

We had divisible ETS working in NSW, though I never worked it here in the Central West.

However, we did have Bank Engne Key ETS working here, also detailed in the Canadian ETS document.

Westbound trains requiring banking to climb the 6 km long 1 in 40 (2.5%) Tumulla Bank.

The bank engine dropping off the rear at the 260 km peg at the top of the climb, to return to the staff station in the rear while the train continued to the staff station in advance.

The Bank Engine Key locking the instruments while the bank engine was still in the section.

There were two types of ETS in use here in NSW, the Miniature Staff was the common, but we also had Large Staff in use.

The exchange hoop used for the miniature staff to be exchanged on the fly (25 kph during day and 15 kph during night) when performed by hand.

Automatic staff exchangers did exist in some high traffic regions, though I never worked those regions.

I enjoyed working under ETS

Steve.

[stevej]

G'day,
During the test period for the proposed development of Train Order Working, two mechanical points indicators were trialed.
The standard USRR green and yellow switch vane, and the QR black board with pivoting white arm.
The QR board was chosen as it was visible for a greater distance on approach due to our summer foliage colours.
All mechanically operated points within Train Order territory were then provided with the QR black board indicator.
It was also decided to utilize a slightly different Main Line Indicator compared to the normal Running Signal.
Within Train Order territory, the MLI would exhibit a pulsating lunar white light to indicate Clear proceed.
The MLI would also exhibit Yellow for Caution proceed and Red for STOP.
An MLI was to be utilized where track circuited level crossing protection existed.
Plus, to permit entry into Train Order territory from a Controlled location, a Starting MLI would exhibit Clear.
To exit Train Order territory into a Controlled location, a normal Running Signal would grant permission.
Begin TOW and End TOW boards being positioned at the entry and exit of such territory.
Originally, all points at a Train Order location were mechanically operated by the train crew.
Recently, radio controlled motorized points are also provided at certain locations for Loop switches.
An MLI exists at such points and has the adapted Turnout Indicator.
In 1959, the NSWR gradually implemented a slanted three subsidiary lamp turnout indicator.
Similar to the Pennsylvania Railway Position Light signal, but I believe not sourced from such.
This applied to Main Running Signals of the Single Light type at locations of Main Line loop or refuge turnout.
Originally, three subsidiary white lamps provided the indication below the Main Running Yellow indication.
However, this caused crew confusion and after some derailments, the indication was altered.
The trio of slanted subsidiary lamps becoming Yellow and the Main Running indication being Red.
This has been adapted for Train Order territory use to provide three slanted lunar white lamps for turnout.
The implementation of the radio operated turnout in TOW occurred after I had departed from NSW.
So, I have not worked a train where such turnout indications exist today.
But, I presume that the indications would replicate those for current Rail Vehicle Detection territory.
The trio of slanted lunar white lamps being steady illumination for Caution turnout, next MLI at stop.
The trio of lamps pulsating lunar white to indicate Medium turnout, next MLI not displaying stop.
The pulsating Yellow Main Running Signal indication was implemented to provide for additional braking distance.
This also applied to Turnout Indicators where the next signal encountered is not displaying Stop.
An example being at a normal refuge where a following train is worked around a stationary train on the Main Line.
However, within Train Order territory, I am not sure if such a manoeuvre would be necessary, except during a failure.
Steve.